Steam-engine.



No. 7|I,606.' Pat ented Oct. 2|, |90'2..

I P. H-. WHITE.

STEAM ENGINE;

(Application filed Oct. 8, 1901.)

(No Modal.)'

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No. 7|l,606. 4 Patented Oct. 2|, I902.

P. H. WHITE. I

STEAM ENGINE.

A plication filed Oct. 3. 1901.. (No Model.) 4 Sheets-8heet 2.

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awn/m I No. 7l|,606.' Patented Oct. 21, I902.

P. H. WHITE.

STEAM ENGINE.

(Application filed Oct. 8, 1901.) v (No Model.) 4 Sh eetsSheet.3.

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No. 7|I,606. Patented Oct. 2|, I902.

P. H. WHITE.

STEAM ENGINE.

(Application filed. Oct. 3, 1901.)

(No Model.) 4 Sheefs-$heet 4.

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for oppositely-arranged pistons, and to pro- .9 is a detail of thelow-pressure piston.

der 16, each of said cylinders being prefer- UN-ITED STATES PATENTOFFICE.

PAUL H. WHITE, OF INDIANAPOLIS, INDIANA, ASSIGNOR TO WHITE. STEAM WAGONCOMPANY, OF INDIANAPOLIS, INDIANA, A CORPORATION OF INDIANA.

STEAM-ENGINE.

SPECIFICATION forming part of Letters Patent No. 711,606, dated October21, 1902.

Application filed October 3, 1901- T at whom it may concern:

Be it known that I, PAUL H. WHITE, a citizen of the United States,residing at Indianapolis, in the county of Marion and State of Indiana,have invented a new and useful Steam-Engine, of which the following is aspecification.

My invention relates to an improvement'in steam-engines,especially insingle-acting multiple-cylinder engines particularly designed for steamwagons or carriages.

The objects of my invention are to produce a com pact yet comparativelypowerful engine which may be cheaply constructed, to provide means bywhich the cylinder may be connected to run either simple or compound, toprovide a peculiar connecting-rod construction vide such improvementsindetails of construction as shall be hereinafter pointed out.

The accompanying drawings illustrate my invention.

Figure 1 is an axial section on line 1 1 of Fig. 3. Fig. 2 is atransverse section through the high-pressure cylinders on line 2 2 ofFig. 1. Fig. 3 is an end elevation. Fig. 4 is a developed section online 1 4 of Fig. 3, with the compounding-valve set to compound thecylinders. Fig. 5 is a view similar to Fig. 4, with thecompounding-valve set to connect both the high-pressure and low-pressurecylinders directly to the steam-supply. Fig. 6 is a detail of the meansfor shifting the compounding-valve. Fig. 7 is' a side detail of theadjacent ends of opposite connecting-rods. Fig. Sis a detail at rightangles to Fig. 7. Fig.

In the drawings, 10 indicates a four-sided box-like body, to each end ofwhich is secured abearing 11, within whichis mounted a crank shaft 12.Shaft 12 extends through the body 10 and is provided in that portionwhich lies inside of the body with a pair of cranks 13 and 14, which arepreferably set at an angle to each other, the said cranks being in thedrawings shown at right angles to each other; Opposite crank 13 openings15 are formed in the two sides of body 10, and in each is fitted theinner open end of a high-pressure cylinably bolted to the body. Oppositecrank'14 Serial No. 77,376., (No modeLl openings 17 are formed in thesides of body 10, and in each is fitted the inner open end peripheriesof the bosses 22 are threaded, and

upon said threads is screwed a flange or-supplemental piston 25, thesaid part being so formed as to leavean annular groove or space 26between the rear of the body 19 and the supplemental piston, the saidsupplemental piston at the same time retaining the pin 24 in position.Each connecting-rod 27 or 27 is provided at its piston end with athreaded portion 28 and a reduced portion 29, which reduced portion isadapted to receive a washer 30. The portion 28 is screwed into head 23at right angles to pin 24 until the reduced end 29 engages said pin, awasher 30 of desired thickness being introduced, so as to allow thealways'a thrust, and the force of the crankshaft upon the rod inreturning'the piston is also a thrust. For this reason I have devisedthe peculiar construction now to be described, the construction beingcheap and at the same time of such character that no adjustment need bemade for wear. Neither can there be any pounding due to looseness ofparts, so that there is no temptation fora comparatively unskilledoperator to attempt to adjust the bearings.

I The connecting-rods 27 and '27 are identi cal, with the exception oftheir crank ends. Rod 27 is provided at its crank end with a socket 32,slightly less than a semicircle in length and of a radius to fit thewrist-pin of the crank. Adjacent said socket and concentric therewiththe rod 27 is provided with a pair of segmental flanges 33, whichproject from the sides. The rod 27 at its crank end is of a thicknessequal to the thickness of the piston-rod 27, including the flanges 33,and is provided with a socket 34, similar in size and extent to thesocket 32. In order to prevent displacement of thetwo connecting-rodsand to form a running connection when the parts are operated withoutpressure upon the pistons, I provide a yoke 35, which yoke is slotted inits middle, so as to form a pair of straps 36, between which may bepassed the rod 27 The ends of yoke 35 are bolted to the crank end of therod 27, and the straps 36 thereof pass around and outside of flanges 33of the rod 27'. A limited movement of each crank with relation to theother upon the wrist-pin is allowed, owing to the shortness of thesockets 32 and 33. By this 0011- struction each connecting-rod has abearing upon the full length of the wrist-pin.

Each high-pressure cylinder is provided with a single port 37, which isboth an admission and exhaust port, and this port communicates with acylindrical valve-chamber 38, within which is mounted a valve 39, havinga reduced middle portion 40. Leading into chamber 38 is a steam-inlet41, the said inlet leading also into a cylindrical valvechamber 42. Inchamber 42 is mounted a compounding-valve 43, said valve having areduced middle portion 44 and being preferably exactly like valve 39.Each low-pressure cylinder has a single port 45, which serves both as anexhaust and admission port, and said port leads into a cylindricalvalvechamber 46, in which is mounted a valve 47, having a reduced middleportion 48. Leading from about the middle of chamber 42 is a by-pass 49,which returns into the chamber 42 near its outer end, and leading fromchamber 46 is a bypass 50, which is similar to bypass 49 and returnsinto chamber 46 near its outer end. The two chambers 42 and 46 areconnected by a connector 51, which is preferably a single castingprovided with a pair of bosses 52 and 53, boss 52 fitting into the outerend of valve-chamber 42 and boss 53 fitting into the outer end ofvalve-chamber 46. The connector is bolted into place, so as to formsteam-tight joints, by means of suitable bolts 54. Running throughconnector 51 is a passage 55, (shown in dotted lines in Figs. 4 and 5,)which passage forms a connection between the outer ends of the by-passes49 and 50. The connector 51 is also provided with a passage 56,whichpassage is entirely independent of the passage 55 and forms a directconnection between the outer ends of chambers 42 and 46. Leading frompassage 56 or forming part thereof is an exhaust-passage 57. A

1 thence out through passage 57. the compounding-valve 43 into theposition passage 58 forms a connection between the outer end of chamber38 and the outer end of chamber 42.

Each pair of the high and low pressure cylinders is fitted with acompounding-valve 43 in the manner described, and each of said valves isprovided with a link 59. Both of said links 59 are connected to ashifting-lever 60, upon opposite sides of the pivot thereof, so that byswinging said lever the two compounding-valves may be similarly andsimultaneously shifted in their chambers.

The several parts described are shown diagrammatically in Figs. 4 and 5,the ports being slightly distorted due to the development of thepeculiar section taken. In Fig. 5 the parts are in position for bothcylinders to receive high-pressure steam, valve 43 being so placed inits chamber 42 as to bring the reduced portion 44 opposite theinlet-port 41 and the by-pass 49 and at the same time out off passage 59from that portion of chamber 42 occupied by the reduced portion 44. Inthis position the high-pressure steam passes from port 41 into thatportion of chamber 38 surrounding the reduced portion of the valve 39,and when said valve is properly moved by the valve-gear steam will beadmitted through port 37 into the high-pressure cylinder. At the sametime the steam passes into that portion of chamber 42 occupied by thereduced portion 44 of valve 43, and from thence passes through passages49, 55, and 50 into that portion of chamber 46 occupied by the reducedportion 48 of valve 47, and from thence is admitted by the valve 47 intothe low-pressure cylinder through port 45. The exhaust from thehigh-pressure cylinder passes upon proper movement of valve 39 into theouter end of valve-chamber 38, from thence through passage 59 into theouter end of chamber 42, and from thence through passage 56 of theconnector 51 and out of the exhaust-opening 57. The exhaust from thelowpressure cylinder passes directly through port into passage 56 andfrom By shifting shown in Fig. 4 that end of port 41 leading intochamber 42 is closed and the reduced portion 44 of valve 43 is broughtopposite .the end of passage 58. In this position of valve 43 the steamfrom the high-pressure cylinder, which is exhausted through port 37 intothe outer end of chamber 38, passes through passage 58 into that portionof chamber 42 occupied by portion 44 of valve 43, from thence throughpassages 49, 55, and into chamber 46, and from thence into thelow-pressure cylinder, the exhaust from the low-pressure cylinder takingplace in the manner already described. The outer end of thecompounding-valve 43 in its passage cuts 01f direct communicationbetween chamber 42 and the exhaust-passage 56 of the connector. It is tobe noticed in this connection that all of the valves are identical andthat the connector.

which connects the high and low pressurein the direction indicated inFig. 1, with the engine compounded, the steam from the highpressurecylinder on one side'of the crankshaft must pass into the low-pressurecylinder on the opposite side. may be accomplished, I provide'a pipe 61,which forms a direct connection between the two by-pass passages 49, sothat for about onefourth of a revolution the steam from thehigh-pressure cylinder on one side will pass from the adjacentvalve-chamber 38 through passage 58 (see Fig. 5) and valvechamber 42intothe adjacent by-pass 49 and from thence inder exhausts into theadjacent low-pressure cylinder, as will be readily apparent from aninspection of Fig. 1.

The valves 39 and 49 may be operated by any suitable valvegear, butpreferably by the gear described and claimed in my pending application,Serial No.77;,37 5. In this gear the crank-shaft is provided with twoeccentrics 62 and 63, which are located between the two cranks 13 and14, and mounted upon said eccentrics are eccentric-arms 62 and63,respectively. Both valves 39 are connected to the eccentric-arm 63 bylinks 64 64, and both valves 47 are connected to the eccentric-arm 62 bysimilar links 65-65; The outer end of each of the eccentric-arms isprovided with a slide-block 66, and both of said blocks are mounted in asingle diametrical slot 67,formed in a circular plate 68, rotatablysupported in bracket, hung upon the crank-shaft and held by a bracket70. Plate68 may be shifted in its support so as to reverse the engine orchange the points of cut offby means of a pinion 71 engaging teeth onthe periphery of for a long period. For this reason there is no need forthe operator to expose any of the moving parts of the engine for oilingor adf justment. I claim as my invent1on 1. In an engine, thecombination of a boxlike body, a crank-shaft extending therethrough, apair'of high-pressurecylinders, a pair of low-pressure cylinders, two ofsaid cylinders being arranged upon each side of the In order that thiscrank-shaft and secured to said body, pistons mounted in said cylinders,connections between said pistons and crank-shaft, valves for controllingthe passage of the motive fluid to and from said cylinders, valve-gearmounted inside'ot the body and connected to said valves, and means forclosing said body'so as to inclose the working parts of the engine. 2.In an engine,the combination with a highpressure cylinder and alow-pressure cylin--v der, of a valve-chamber, a communication be tweensaid valve-chamber and the high-pres sure cylinder, a secondvalve-chamber, a communication between said second valve-chamber andthelow-pressure cylinder, a third valve chamber, a communication betweensaid first and third valve-chambers, a pair of passages independentlyconnecting different points of the secondand third valve-chambers, anexhaust-passage connecting with one of said pair of passages, asteam-inlet leading into the first and third chambers, a pair of valvesmounted in the first and second cham bers and adapted to open and closethe passages leading into the high-pressure and lowpressure cylindersrespectively, a valve mounted in the third valve chamber and adapted tobe shifted so as to open communication between the steam-inlet and oneof the passages leading to the second valvecham ber and tosimultaneously open the passage between the first valve-chamber and theexhaust-passage or to close the steam-inlet into the third chamber andsimultaneously open communication between the first valve-chamber andthe passage leading to the second valve-chamber through the thirdvalve-chant der, of a valve-chamber formed adjacent the high-pressurecylinder, a second valve-chamber formed adjacent the low-pressurecylinder,'a by-pass leading from one point'of said" second chamber toanother, a' third valvechamber, a by-pass leading from one point'of saidthird chamber to another, a passage form-' ing a connection between saidby-passes,an' exand the high-pressure cylinder, a passage connecting thesecond valve-chan'nberand the low-pressure cylinder, a steam-inletcommunicating'with the first and third valve-cham bers, and valvesmounted in said three cham- 'I I 5 haust-passage connecting thesecond'and third -valve-chambers independent of the by-passes, a passageconnecting thefirst valve-chamber IZO bers, substantially as and-for thepurpose set forth.

4. In anengine,the combination with a highpressure cylinder anda-low-pressure cylinder, of a valve-chamber formed adjacent thehigh-pressure cylinder, a second valve-chamber formed adjacent thelow-pressure 'cylin der, a bypass leading from one 'point of said secondchamber to another, a third valve chamber, a by-pass leading from onepoint of said thirdchamber to another, a connector adapted to be securedto said second and third chambers, an exhaust passage forming throughsaid connectora connection between said second and third chambers,asecond passage formed through said connector and arranged to connectthe by-passes, a passage connecting the first valve-chamber and thehigh-pressure cylinder, a passage connecting the second valve-chamberand a low-pressure cylinder, a steam-inlet connecting with the first andthird valve-chambers, and valves mounted in said three chambers,substantially as and for the purpose set forth.

5. In an engine, the combination with a crank-shaft having a pair ofcranks one arranged in advance of the other, of a pair of high-pressurecylinders having their pistons connected to one of the cranks, a pair oflowpressure cylinders having their pistons connected to the other crank,suitable valves for each cylinder, suitable valve-gear for operating thevalves, and a passage leading from each high-pressure cylinder to bothlow-pressure cylinders.

6. In an engine, the combination with a crank-shaft having a series ofcranks arranged in different phases, of a pair of highpressure cylinderseach having its piston connected to a crank, a pair of low-pressurecylinders each having its piston connected to a crank of a phasedifierent from the high-pressure crank, suitable valves for eachcylinder, suitable valve-gear for operating said valves, and a passageleading from each high-pressure cylinder to both low-pressure cylinders.

7. In an engine, the combination with a crank-shaft having a pair ofcranks one arranged in advance of the other, of a pair of single-actinghigh-pressure cylinders having their pistons connected to one of thecranks, a pair of single-acting low-pressure cylinders having theirpistons connected to the other crank, a passage leading from eachhighpressure cylinder to both low-pressure cylinders, suitable valvesfor each cylinder arranged in said passages, and suitable valvegear foroperating the valves.

8. In an engine, the combination with a crank-shaft having a pair ofcranks, of a pair of opposed single-acting high-pressure cylinders,connections between the pistons thereof and one of the cranks, a pair ofopposed lowpressure cylinders, connections between the pistons thereofand the other crank, a combined inlet and exhaust port communicatingwith each cylinder, a series of valves one for each of said ports, areversing valve-gear connected to said valves, a suitable valve-chamberfor each valve, a passage forming a communication between each highpressure valve-chamber and one of the low-pressure valve-chambers, and apassage forminga communication between said passages, whereby theexhaust from the high-pressure cylinder may pass into either of thelow-pressure cylinders.

9. In an engine, the combination of a crankshaft and the crank thereof,a pair of oppositely-arranged single-acting cylinders and pistonstherein, a pair of connecting rods each attached to a piston, asegmental socket formed in the crank end of each connectingrod andadapted to receive the wrist -pin whereby each rod may have a limitedswing upon the wrist-pin with relation to the others, a pair ofoppositely extending segmental flanges carried by one of theconnecting-rods concentric with its'socket, and a yoke having its endsattached to the other connecting-rod and its middle encircling the saidflanges.

10. In an engine, a single-acting piston therein consisting of a headhaving a chamber formed therein, an insulating material placed in saidchamber, and a peripheral groove formed in said piston between thechamber and the connecting-rod connection.

11. In an engine, a single-acting piston consisting of a head having achamber formed therein, an insulating material packed in said chamber, apair of lugs projecting from the rear wall of said head, a pin mountedin said lugs, a connecting-rod carried by said pin between the lugs, asupplemental head secured upon said lugs, and means for maintaining theforward end of the supplemental head some distance from the rear wall ofthe chambered head so as to form a peripheral insulating-groove betweenthe chambered head and the supplemental head.

PAUL I-I. VVIIITE.

lVitnesses:

ARTHUR M. H001), BERTHA M. BALLARD.

